(iv) In addition, the demonstration should cover all normal and emergency modes of intended operation and should include operation of all control devices, limit switches braking devices, and overload sensors in the system.
(V) Quick disconnect devices, and cable cutters should be demonstrated at 25 percent, 50 percent, 75 percent, and 100 percent of system limit load. Any electrical load release devices for Class D loads should be treated as a novel design feature and should be coordinated with the Rotorcraft Directorate.
(vi) Any devices or methods used to increase the mechanical advantage of the winch should also be demonstrated.
(vii) During each demonstration cycle, the winch should be operated from each station from which it can be controlled.
(vili) Operating manuals, flight manuals, and associated placards should be used and proofed during the demonstration.
(6) For all applications, it is good practice to obtain the gross weight range limits, the corresponding limit load factors (Nzw), and substantiate the system, accordingly, for the critical loads. This procedure determines the critical basic loads and associated operating envelope for the rotorcraft load combination categories requested.
(7) For a request involving more than one class of rotorcraft load combinations, structural substantiation is required only for the critical case if accurately determinable from analysis.
(8) Appropriate placards, markings, and flight manual restrictions should be provided as determined by load capacities and operational restrictions. Each placard, marking, and flight manual supplement should be checked during TIA flight testing.
(9) For load Classes A, B, C, and D, the basic vertical limit load factor (Nzw) from (c)(2) is converted to ultimate by multiplying the maximum applied load (l.e., the sum of the carrying device load and cargo or personnel loads) by 1.5 (For restricted category approvals, see guidance in Paragraph 785.) This load is used to substantiate all existing structure affected and all added structure associated with the external load carrying device and its attachments. Casting and/or fitting factors are to be applied where appropriate. For load Class D, the weight of each occupant carried externally should be assumed, for analysis purposes, to be that of the 95 percentile (202 pound) man (reference MIL-STD-1472, "Human Engineering Design Criteria for Military Systems, Equipment and Facilities).
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(10) For load Classes B, C, and D, the maximum limit external load for which certification is requested, even though it may otherwise be much less than the maximum system capacity; e.g., cargo hook capacity, etc., should not exceed the rated capacity of the quick release device used in the applicant's proposed design or, for Class D only, the rated capacity of the personnel carrying device. The quick release and personnel carrying devices should be strength tested (with FAA/AUTHORITY witness) or otherwise structurally substantiated to determine their allowable limit load capacity, if it has not been previously approved or was not produced to a recognized and approvable industry or military standard.
(11) For load Classes B, C, and D, in substantiating analyses and tests, the maximum ultimate external load is specified to be applied at the sling-load-line to rotorcraft vertical axis (Z axis) angles up to 30° , except for the forward direction. The 30° angle may be reduced, if impossible to obtain due to physical constraints, or operating limitations. If the angle is reduced, appropriate placards and flight manual changes are required.
(12) For load Classes B and C, an external releasing system is mandated which requires an approved primary quick release device to be installed on one of the pilot's primary controls. The quick release device (typically installed on the cyclic stick) is designed and located to allow the pilot to accomplish load release without hazardously limiting his ability to control the rotorcraft during emergency situations. A manual (backup) mechanical quick release device is also required. This control must also be readily accessible to the pilot or another designated crew member, such as a hoist operator. For Class B and C cargo applications, a sufficient amount of slack should be provided in the control cable to permit cargo hook movement without tripping the hook release.
(13) For Load Class D, an emergency release system is specified by § 133.45(e)(4) which requires two distinct actions for load release. This is intended for the phases of flight that the load is carried (and/or retrieved) externally. This release can be operated by the pilot from a primary control or, after a command is given by the pilot, by a dedicated crewmember from a remote location. Two distinct actions are required for the primary release to provide a higher level of safety for Class D human external loads. If the manual backup device is a cable cutter, it should be properly secured but readily accessible to the dedicated crewmember intended to use them.
(14) For Class D (human) load applications, to ensure personnel satety, the emergency release system design and associated placarding should be given special consideration. As stated previously, electrical release designs should be reviewed by the Rotorcraft Directorate prior to approval.
(15) For the majority of Class D applications, an approved single or multiple personnel carrier or container is required. The carrier or container may be previously approved or may be approved as part of the certification process. In any case, the Par 373 555
single or multiple personnel carrier or container should be substantiated for the allowable ultimate load as determined under Paragraphs c(2), (3), (4), (5), (6), (7), (8), and (9) above. The personnel carrier or container should be placarded for this capacity and show the proper internal arrangement and/or location of the intended occupants.
Some exceptions may exist that are certifiable under Class D that involve the technique of "Rappelling" from a rotorcraft. Rotorcraft load-combination D allows for such applications by definition (reference § 1.1). Other types of human cargo devices can be applied for under the Class D external load combination definition. An example is external carriage of personnel in a conveyance rigidly attached to the rotorcraft (e.g., cage, pod, secured litter or strap harness/seat arrangement).
(16) The personnel carrier or container should be easily and readily ingressed or egressed. Appropriate placards are required to provide ingress and egress instructions. For door latch fail-safety, more than two fastener or closure devices are recommended. Direct visual inspectability of the latch device by both crew and passengers is recommended to ensure it is fastened and secured. Any fabric, if used, should be durable and should meet the flammability standards of safety belts as stated in TSO C-22. Sharp corners and edges should be avoided, and padding should be used when necessary to protect the carrier and container occupants.
(17) The U.S. Coast Guard has three containers or devices that are used with rotorcraft for emergency rescue work. These devices and their National Stock Numbers are listed below. These devices have not been FAA/AUTHORITY approved; however, applications which involve them may be submitted for approval.
National Stock No. Title 6530-00-042-6131 Stokes litter (one person) 1670-00-HR0-7970 Rescue basket 1680-090-511-2712 Rescue sling (one person) NOTE: The rescue sling is a "collar" device that requires a person to exert some effort to remain in the collar. This sling should only be used in conjunction with properly written instructions and with personnel trained in the proper use of the sling.
(18) Flight test verification work that thoroughly checks out the operational envelope should be accomplished with every device approved for external cargo carriage (especially rotorcraft load combination D which includes external human cargo). The flight test program should show that all aspects of the applied for operations are safe, uncomplicated and can be conducted by an average flight crew under the most critical service environment and, in the case of human external cargo, under the pressures of an emergency scenario.
373A. § 29.865 (Amendment 29-30) EXTERNAL LOAD ATTACHING MEANS.
a. Explanation. Amendment 29-30 added two requirements to § 29.865:
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(1) Section 29.865(a) is clarified to allow use of a design factor less than
2.5g's, for rotorcraft load combinations A, B, and C non-human external cargo applications provided the lower load factor is not likely to be exceeded by virtue of the rotorcraft characteristics and capability. That is the rotorcraft design factors may be used for the cargo device system.
(2) Section 29.865(d) was added to clarify and specify the fatigue requirements for the external cargo attaching means. The "rotorcraft" standard is contained in § 29.571, Paragraph 230, of this AC.
b. Procedures.
(1) For § 29.865(a), if a design limit load factor less than 2.5g's is requested, the applicant should provide a rational analysis and/or a flight operations data base that clearly shows that the load factor requested is unlikely to be exceeded in service.
Note: § 29.337 (b) requires use of 2.0 g's as a minimum.
(2) For § 29.865(d), all failures of the cargo attaching means (and the associated critical components) that are likely to be hazardous to the rotorcraft should be identified by an acceptable means such as an FMEA. The critical components associated with these failure modes should then be analyzed and/or tested to ensure that the likelihood of a fatigue failure or occurrence is acceptably minimized. In the majority of cases an analysis using the methods of AC 20-95, "Fatigue Evaluation of Rotorcraft Structure", will be sufficient. Any component's airworthiness limitations and/or mandatory inspections should be identified by this analysis, approved, and placed in the airworthiness limitations section of the maintenance manual or Instructions for Continued Airworthiness. See Paragraph 729 (§ 29.1529) of the AC for information on these manuals.
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TABLE 373-1 SUMMARY OF PART 133 ROTORCRAFT LOAD COMBINATIONS CERTIFIABLE UNDER § 29.865
CLASS A Basic Definition and Intended Use Fixed External Cargo Container Is defined by § 1.1 as a load combination in which the external load cannot move freely, cannot be jettisoned, and does not extend below the landing gear. This category usually features multiple attachments (loadpaths) to the airframe. Typical example is a hard mounted cargo basket attached to the rotorcraft crosstubes which is used to carry cargo from point A to point B.
Typical Load Limits Certification limit is Nzw X Maximum Substantiable External load. Nzw is 2.5 per § 29.865 (See Procedure, Paragraph (2)).
Quick Release Requirements None. Cargo and its container are not jettisonable.
Certification Requirements -- Considerations For cargo only.
- Flight Manual Restrictions - § 133.47 requires a rotorcraft load combination flight manual supplement. Any flight envelope restrictions from § 29.865 should be a part of this supplement.
Load limit placards are required by § 29.865(c).
- Flight envelope restriction placards may also be required for gross weight limitations, e.g., limitations, elimination of dangerous maneuvers, etc.
- Cargo tiedowns to prevent load shifting relative to airframe may be required.
- Effect of external cargo carrier and its maximum cargo weight on load paths, loads and fatigue of existing structure should be determined.
- TIA testing may be necessary to determine whether or not the system performs as intended and if placards and flight manual supplements are adequate.
- The applicant may elect to test the aerodynamic effect of several representative load shapes and include applicable information in the flight manual supplement. If such information is not in the RFM, then the operator may be required to obtain an operations approval under Part 133.
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TABLE 373-1 (continued) SUMMARY OF PART 133 ROTORCRAFT LOAD COMBINATIONS CERTIFIABLE UNDER § 29.865
CLASS B Basic Definition and Intended Use Single Point Suspension External Load Airborne Is defined by § 1.1 as a load combination in which the external load is jettisonable and is lifted free of land or water during the rotorcraft operation. The payload is typically suspended from a hook or a similar device. The hook may be attached to the rotorcraft structure or it may be attached to a movable hoist cable and the hoist itself attached to the rotorcraft. Typical use is to lift a cargo load until it is completely airborne and fly it from point A to point B. The load on the hoist may be stowed in the fuselage (in some cases) while being transported.
Typical Load Limits Certification limit load is Nzw × Maximum Substantiable External load. Nzw is 2.5 per § 29.865 (See Procedure, Paragraph (2)). Load may be limited by hoist allowables (reference Paragraph (3)).
Quick Release Requirements § 29.865(b)(1) requires that a primary quick release system control device be installed on a primary control. Also, a manual quick release system backup actuation device must be available and readily accessible.
Certification Requirements -- Considerations For cargo only.
- Flight Manual Restrictions - § 133.47 requires a rotorcraft load combination flight manual supplement. Any flight envelope restrictions from § 29.865 should be a part of this supplement.
- Load limit placards are required by § 29.865(c).
- Flight envelope restriction placards may also be required.
- Certifiable external cargo load capacity may be further limited by §§ 133.41 and 133.43
- Quick release devices must be approved and be operable on a nonhazard basis by the pilot per § 29.865(b).
- Manual backup must be reliable but need not be overly sophisticated (cable cutters, axes, etc., used by crew members)
- Effect of maximum suspended load and its attachment to rotorcraft structure on load paths, loads and fatigue of existing structure should be determined.
- TIA testing may be necessary to determine whether or not the system performs as intended and if placards and flight manual supplements are adequate.
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TABLE 373-1 (continued) SUMMARY OF PART 133 ROTORCRAFT LOAD COMBINATIONS CERTIFIABLE UNDER § 29.865
CLASS C Basic Definition and Intended Use Single Point Suspension External Load Partially Airborne Is defined by § 1.1 as a load combination in which the external load is jettisonable and remains in contact with land or water during the rotorcraft operation. The payload is typically partially suspended by a net or cables from a cargo hook or a similar device. The cargo hook may be attached to the rotorcraft structure or may be attached to a movable hoist cable and the hoist itself attached to the rotorcraft. Typically used for stringing wire or laying cable where the payload is only partially suspended from the ground. (Note: Many applications combine both Category B and C operations because of obvious utility involved.)
Typical Load Limits Certification limit load is Nzw X Maximum Substantiable External load. Nzw is 2.5 per § 29.865 (See Procedure, Paragraph (2)). Load may be limited by hoist allowables (reference Paragraph (3)).
Quick Release Requirements § 29.865(b)(1) requires that a primary quick release system control device be installed on a primary control. Also, a manual quick release system backup actuation device must be available and readily accessible.
Certification Requirements -- Considerations For cargo only.
- Flight Manual Restrictions - § 133.47 requires a rotorcraft load combination flight manual supplement. Any flight envelope restrictions from § 29.865 should be a part of this supplement.
Load limit placards are required by § 29.865(c).
Flight envelope restriction placards may also be required.
- Certifiable external cargo load capacity may be further limited by §§ 133.41 and 133.43
- Quick release devices must be approved and be operable on a nonhazard basis by the pilot per § 29.865(b).
- Manual backup must be reliable but need not be overly sophisticated (cable cutters, axes, etc., used by a crewmember)
- Effect of maximum suspended load and its attachment to rotorcraft structure on load paths, loads and fatigue of existing structure should be determined.
TIA testing may be necessary to determine whether or not the system performs as intended and if placards and flight manual supplements are adequate.
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TABLE 373-1 (continued) SUMMARY OF PART 133 ROTORCRAFT LOAD COMBINATIONS CERTIFIABLE UNDER § 29.865
CLASS D Basic Definition and Intended Use Single Point Suspension External Airborne Personnel Load Is defined by § 1.1, as a load combination in which the external load is other than Class A, B, or C and has been specifically approved by the Administrator for that operation. This load combination includes human cargo. For human cargo operations, the payload which typically consists of personnel and their containment device is suspended from a hook or a similar device during all or part of a flight. The hook may be rigidly attached to the rotorcraft or may be attached to a movable hoist cable and the hoist itself rigidly attached to the rotorcraft. Typical use is for transfer of personnel to a ship. Carrying devices may transport one or more persons.
Typical carrying devices are vest and straps, baskets, life preservers with straps and attachment devices, cages, or a suspended container.
Typica Load Limits Certification limit load is Nzw X Maximum Substantiable External load. Nzw varies from 2.5 at max gross weight to 3.5 at minimum gross weight. (See Procedures (2)). Load is usually limited by hoist allowable or by personnel carrying device allowable (See Procedure (2), (3), and (10)).
Quick Release Requirements Section § 29.865(b) does not currently contain quick release requirements for Class D rotorcraft
- load combinations, but § 133.45(e) (4) requires that a primary emergency release system control device (requiring two distinct actions) be installed on a primary control or be installed near a designated crew member's station. Also, a manual quick-release system backup actuation device must be available and readily accessible.
Certification Requirements -- Considerations For loads other than Class A, B, or C loads. Is used for external personnel loads.
- § 29.865 has not been revised to reflect this category's requirements (it is currently covered by § 133.45(e)(4) only).
Unless a public-use rotorcraft is being certified, only transport Category A rotorcraft are eligible to use this load category.
Transport Category A rotorcraft must be certified for an OE weight and altitude envelope which becomes the maximum envelope that can be used for Class D operations. This is currently required for a Class D rating by § 133.45(e)(1).
Personnel lifting devices must be approved separately or as part of the certification project.
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TABLE 373-1 (continued) CLASS D (continued)
- Devices must carry personnel internally or secure them safely in a harness or equivalent device.
- Flight Manual Restrictions - § 133.47 requires a rotorcraft load combination flight manual supplement. Any flight envelope restrictions from § 29.865 should be a part of this supplement.
Load limit placards are required by § 29.865(c).
Flight envelope restriction placards may also be required.
- Certifiable external load capacity is further limited by §§ 133.41, 133.43 and 133.45(e)(3), the load limit of the personnel carrying device.
- Quick release devices must be approved and be operable on a nonhazard basis by the pilot or a designated crewmember per §§ 133.44(c)(6) and 29.865(b).
- The lifting device must have an emergency release requiring two distinct actions § 133.45(e)(4).
- Manual backup must be accessible and reliable.
Rotorcraft must be equipped to allow direct intercom among all crewmembers per § 133.45(e)(2). This may affect § 29.865 indirectly if human error or placarding could cause inadvertent load release or retention.
- Effect of maximum suspended load and its attachment to rotorcraft structure on load paths, loads and fatigue of existing structure should be determined.
- TIA testing may be necessary to determine whether or not the system performs as intended and if placards and flight manual supplements are adequate.
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374.-383. RESERVED.
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SECTION 23. MISCELLANEOUS (DESIGN AND CONSTRUCTION)
384. § 29.871 LEVELING MARKS.
a. Explanation. Reference marks are required for leveling the rotorcraft on the ground. These marks are necessary for accurate determination of weight and balance effects, particularly after modifications to the basic rotorcraft.
b. Procedures.
(1) Reference marks are sometimes provided in pairs, one high in the cabin and one low. The plumb weight is suspended from the high mark by an appropriate mechanical attachment, and the lower mark is used to level the rotorcraft by centering the plumb weight. The lower reference mark should be a raised or depressed target symbol and shall be applied to a permanent structural component or permanently attached plate in a readily accessible location. Seat tracks, floors, or door sills which are attached with permanent fasteners are typical locations.
(2) Horizontal reference marks for support of bubble levels may also be used, particularly for smaller rotorcraft.
(3) Proper reference should be made to identify the leveling marks or points on the rotorcraft. Design provisions should be made to ensure these locations are not obscured by equipment, fairings, repair, or rework.
385. § 29.873 BALLAST PROVISIONS.
a. Explanation.
(1) This rule requires that ballast provisions prevent inadvertent ballast shifting while in flight or as a result of a landing. Shifting of the ballast may cause a hazardous change in the center of gravity thereby affecting rotorcraft controllability.
(2) Other rules noted here allow removable and fixed ballast and require markings or placards to prevent overloading the ballast installation.
Section 29.29 specifies that the rotorcraft empty weight will include any fixed ballast. Section 29.31 allows the use of removable ballast to comply with the flight requirements. However, ballast may not be adjusted (moved, reduced or increased) in flight.
Section 29.1541 requires conspicuous and durable markings or placards. Section 29.1557 requires placards stating allowable maximum weight, distributed loading, if necessary, and other appropriate limitations for ballast installation.
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(3) Section 29.1583(c) concerns Rotorcraft Flight Manual instructions and information about removable ballast or loading information. The instructions must be included in the operating limitations section of the flight manual to allow ready observance of the limitations.
b. Procedures.
(1) The ballast installation may be substantiated by analysis or by static test.
The design ultimate load may be derived from flight, landing, or minor crash conditions load factor specified in the rules. Substantiation by analysis will require use of the fitting factor prescribed by § 29.625 where appropriate. If static tests are to be conducted, a test plan should be prepared, submitted for evaluation and agreed upon prior to the test.
(2) Ballast installations in the aft part of the fuselage and tail boom may be subject to significant landing condition angular inertia load factors as well as the usual linear load factors.
(3) Substantiation methods and procedures acceptable for the airframe substantiation may be used for the ballast installation as well.
(4) Removable ballast will require attention to assure the ballast is secured easily and properly and will remain secured under the appropriate ballast design load factor requirements. The flight manual instructions should be evaluated for compliance with § 29.1583(c) by flight test and airframe personnel.
(5) The installation must be designed and placarded or marked for the maximum allowable ballast load and for other appropriate loading limits. Normally compliance with § 29.1541 is accomplished with a drawing review by airframe personnel along with an EMDO compliance and conformity inspection. An additional compliance inspection by airframe personnel can be conducted if desired.
386. § 29.877 ICE PROTECTION.
NOTE: § 29.877 was removed and replaced by § 29.1419 in Amendment 29-21. This material is retained since this is one way to show compliance with § 29.877.
a. Background.
(1) In March 1984, the FAA/AUTHORITY for the first time certificated a rotorcraft for flight into known icing conditions. Several other manufacturers are pursuing designs for icing flight capability with certification planned for 1985 or 1986.
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